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  1. Re: storage uncovered. Those who go to the coasts in Spain and Portugal will be familiar with the "Salt mountains" as the salt obtained from sea water evaporation is stored outdoors. It seems to form a crust left this way, so although there may be some loss, it is not great. During preparation for the table the salt crystals are washed, which sounds strange at first, but does not last sufficiently long to dissolve much salt. (the residue is re-evaporated).
  2. This thread was a long time ago now, but just re-reading Peacock's book on GWR Suburban services, and he mentions that there was a workman's train, not advertised for public use, from Clapham Platform 12, at 0703 , returning at 5.56, to Greenford via Ealing. Stopping at all stations except Acton. (Saturdays returning at 12.32 and only going as far as Kensington). The carriages were put away on the old down goods loop between Lillie Bridge and Kensington, working empty from Clapham for this purpose. This was in the STT from 4th July 1938, and presumably stopped thereafter.
  3. The WR often had parcel trains of one or two vans, depending on the load. This very poor shot is of the Uxbridge to Paddington return trip sometime in the early '60s passing Hayes. Was unusual to use a 43xx, usually a 61xx or pannier. Two vans, (GUV + Mk 1) but I've a few pictures of a one van working with a Hawkesworth full brake.. Just depended on the load they had to take.
  4. I think I was reading somewhere recently that the original act of P contained a requirement (or allowed) a spur between the S & D and the GWR at Wincanton/Bruton, but it was of course never built. More's the pity, it might actually have enabled some more cross country traffic to have been built up (and would make a great model.......)
  5. Have a look at Bledlow on the Risborough to Oxford (single) line. Main building on the down side, only trailing sidings, and level crossing!
  6. Yes, I have long thought that the Beyer Garratt was way ahead of other locomotive designs in terms of maximising the loading gauge for fireboxes etc, and ease of bi-directional running.
  7. Can't disagree. The book I was reading was by someone who was in India over the independence period, and was involved in the cement and chemical industries. It was certainly his view that the old boy's network of Brits in the Indian firms ordered from the UK by default. When the main players in these firms were replaced by Indians there was a sea change in procurement. Could be of course, that in a newly independent country there was a feeling that there shouldn't be an automatic continuation of ordering from the UK, and perhaps the sales reps of other countries quite rightly saw op
  8. Not much to disagree with here, but top link machines would have benefited, and small coal could have been easily supplied to the few sheds those engines were stabled at. Think availability of cheap labour was more of a deciding factor against mechanical stoking than technical constraints (which can normally be solved given the necessity!) As you say, they didn't warrant the cost, even if they may have been desirable from a lot of other perspectives.
  9. Part of the NMH/NIH syndrome (Not Made Here/Invented Here) which pervades most cultures and countries, the USA in particular! Presumably the US railroads would have had to pay a licence fee for using the design as well. Was reading a book about India the other day, and it is clear that the supply of machinery, including railway equipment, was largely determined by the (British) owners and managing engineers of companies using firms of engineers in UK that they were familiar with, rather than sourcing best value or best technology from the rest of the world. This changed drama
  10. I guess I was trying to stimulate debate! Yes, hindsight is a valuable commodity, and as usual there were a few very far sighted folk at the time who saw the way forward. Nothing to disagree with here, and even if they were wasteful, coal was a lot cheaper in the USA. However the point I'm pushing is that, as you say, these were the conditions at the time, but if diesels/electrification had not come along, do we think that the development of the steam locomotive would have stood still and men or women would still be shovelling coal on a footplate? No serio
  11. Have to agree with Lantavian. Beyer-Garratt's worked on some of the most difficult lines in the world, and were incredibly successful as locomotives, and builders. I think there are a few factors at play, and I'm certainly not pretending to speak with any expertise, so I'll be slightly provocative! 1. Interference from the purchasing company, whether LNER or LMS certainly was not helpful in the design phase. BG had been designing effective engines for years, and should have been given an output spec and left to design it. Automatic stokers were an obvious thing to have put in.
  12. The only time I travelled on this was later on in the 1960's, from Euston by then. Was going to Portmadoc, but there were NO refreshment facilities on the train at all...... we had to dash out to a nearby cafe to grab whatever they had. And they say they were the good old days!
  13. Yes, Three bridges should really be two as you say! Remember it well. There was a very heavy traffic load from the Docks at Brentford, even in the early sixties. I have a couple of pictures somewhere, so will see if I can dig them out. It was used muchly for testing AEC railcars from Southall, and many of the publicity pictures of them were done there (as is probably in the references above).
  14. As Nearholmer has said, a lot of branch lines used pretty much the same class of engine for years at a time, particularly if used as part of an auto train. LT's Brill branch used No 23 for years!
  15. The problem I found when modelling a similar situation in my garage is what sort of access do you want for your trains to a circuit or fiddle yard? If a bridge cut off/scenic break is being used, and 36" radius curve beyond it, you have immediately lost three feet of your station space. Also think about signalling, and whether or not the block sections, if any, are a realistic length. Best of luck! Remember Weymouth in the '60s, and would make a great model with unlimited space!
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